Camaro/Nova Suspension Guide

Recently, while standing around at a local cruise night, a friend inquired why we always arrived in the beater du jour rather than a certain project car he'd heard tons about, but never seen. We replied that there were "still some issues to be sorted out." What we really meant by that is "the thing is just miserable to drive." The suspension and steering are shot, and the brakes are sketchy at best. We're here to tell you, it doesn't matter how fast, loud, or shiny a car is, if it's a chore to drive you're much more apt to leave it in the garage.

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Of course, there are dozens of "gotta dos" on the list for any project car that quickly eat up funds, but given any limited budget, we'd opt for suspension and chassis upgrades over paint and shiny stuff any day of the week. Forty years is a long time to ride on stock suspension, and when you toss more power and modern tires into the equation, a muscle car actually becomes less safe. As Brent Vandervort at Fat Man Fabrications put it: "You'll get in trouble quicker, especially when following a modern minivan that has brakes and handling twice as capable as your Super Sport. Upgraded suspension and brakes shouldn't be an option-they should be considered a
necessity."

Safety aside, no matter how radical or basic the upgrade, there's nothing that can be done to a hot rod to increase the enjoyment factor like good suspension components. Trust us on this one; it can make the difference between a car that handles like your grandma's stock Chevy II or one that can match autocross numbers with a C6 Corvette. Whether you opt to work with the subframe GM provided or trade in for one with modern structural and performance engineering, you just gotta upgrade the suspension components to truly get the most out of your car.

Not surprisingly there's a myriad of options out there, and mild to wild, there's something that will fit any budget. We exhausted ourselves pulling together an exhaustive list of packages and components on the market designed to make significant differences in driving performance. Just like there's more than one way to cook an egg, there's not just one right way to make an F- or X-body stick a corner. Truth be told, the hardest thing you'll have to contend with is the decision over which company to go with as each differing philosophy is a massive step up in performance over stock. Our one real point of advice is to pick one company and go with it, or discuss your intentions with a tech adviser since not all systems will integrate seamlessly across brands.

The short, cold days of winter are still upon most of the country, but it won't be long before the steel and vinyl warming sun of spring will return and with it will come that familiar urge to get out and just drive. Are you ready? More importantly, is your ride?

Alphabet Soup
We grouped '67-69 Camaros (F-body) and '68-'74 Novas (X-body) together in this suspension guide because aside from a few minor variations in boltholes and bumpstop placement from year to year, for all intents and purpose, the front subframes are the same. Actually, all '67-69 Camaros and Firebirds and '68-74 Novas, Omegas, Venturas, and Apollos are completely interchangeable. The engine frame mounts may vary, but all subframes will have the necessary holes to accommodate any Chevy, Pontiac, or B.O.P. engine option.

If you want to get super-duper nitpicky about your subframe identification, next time you're out trolling for parts: Early '67 subframes can be spotted by their lack of access holes inside the front rail to adjust the bumper bracket, and the bumpstop for the lower control arm is mounted on the subframe behind the shock. In '68, the bumpstop was relocated to the rear of the lower control arm, and in '69 it was moved again to the front side. As for the Nova series cars, most will be identical to '68-69 Camaro, however, '73 and '74 subframes have a slightly different position to the bumper mounting holes. It's easily remedied with a drill if you happen to find a good deal, though.

As for the rear subframe, the axle housing is the same length and is a direct swap between '67-69 Camaros and '68-74 Novas. The only issues that could arise are a difference in the front spring pocket due to minor disparity in the spring eyelets on mono- and multi-leaf springs, and the spring plates and shock mounts usually aren't interchangeable between multi- and mono cars, though we've heard that some later Novas are. Generally speaking, just about any rear package designed for a first-gen Camaro can be finagled into a '68-74 Nova. Full frames, however, are a different story. Be sure to talk to a tech at your supplier of choice about your plans before assuming anything.

Art Morrison Enterprises

GT-Sport Subframe
The Morrison GT-Sport front subframe features C6 Corvette forged aluminum control arms and Strange adjustable coilover springs. Through use of a specially modified Vette spindle with a lowered steering arm, the AGR power rack-and-pinion sits 2 inches lower in the frame, and retains a near-stock tread width, but can accommodate wider tires. Thanks to FEA (finite element analysis) design, the subframe has greatly increased strength and stiffness, yet only weighs 105 pounds, which greatly reduces both sprung and unsprung weight and benefits acceleration, braking, and handling.

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GT-Sport Rear Subframe
AME has two designs for the GT-Sport rear subframe, depending upon your plans-either a triangulated four-bar or three-link design. Both designs are built from mandrel-formed 2x4 tubing, provide positive location for the included 9-inch rearend housing, and resist wrap during acceleration. A Watts linkage adds lateral stability, while a sway bar and adjustable coilovers facilitate fine-tuning. The mount for the centerlink bar on the three-link design also serves as a driveshaft loop for extra safety.

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F-Body GT-Sport Chassis
The GT-Sport Chassis basically connects the front and rear GT-Sport clips with a full Art Morrison frame, eliminating the need for separate subframe connectors. Smart idea, if you're pondering a front and rear upgrade. Don't confuse this with the time-honored Max-G chassis, which requires significant cutting and fabrication; this chassis is designed for near stock cars.

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The Commitment:
The four-link is essentially a bolt-in, and will clear the stock trunk floor, but the three-link rear suspension will require some additional fabrication for clearance. The GT-Sport Chassis was engineered for ease of installation, so the body can be transferred with only minor fabrication; the stock rear foot well must be slotted, and the subframe trimmed slightly, but the original fuel tank can be used.

The Cost:
GT-Sport front clips start at $6,120, four-link GT-Sport rears start at $3,740, while the three-link starts at $4,645. The chassis is brand spanking new, so call for individual quotes on it.

F-Body Torque Arm Suspension Kit
BMR's new torque arm for first-gen Camaros includes double-adjustable coilovers mounted to adjustable platforms that allow extreme height drops for track events, and re-elevation for street driving. The Watts link also has five vertical mounting positions that allow it to be adjusted for different ride heights and roll centers, and the lower control arms have four mounting locations for adjusting the instant center location. Packages can be combined with a Strange 9-inch rear axle housing that includes a rigid back brace, and all torque arm and Watts link brackets come welded by BMR. The torque arm front mount has a greasable Delrin bushing that slides on a telescoping shaft which is allowed to pivot on a greasable, low-deflection polyurethane bushing-essentially eliminating bind during articulation.

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The Commitment:
Four holes must be drilled in the frame; installation is designed to be easily reversible to stock.

G-Bar Canted 4-Bar Rear Suspension
Chassisworks g-Bar canted four-bar rear suspensions are a unique and effective approach to rear axle location. The lower links connect at the leaf-spring pockets, and when combined with the canted upper links, securely control the rear axle to create a precise suspension-travel path, eliminating the need for a Panhard bar. The upper and lower mounting brackets also have multiple positions to adjust chassis anti-squat and handling, and both upper and lower links are length adjustable to set pinion angle and suspension preload. Double shear lower shock mounts and three-position upper shocks provide over 4 1/2 inches of ride height adjustment.

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gStreet Coilover Conversion
For those wanting to keep their stock subframe, the gStreet coilover conversion uses the factory mounts, and bolts directly to stock or aftermarket dropped spindles. Single- or double-adjustable billet VariShock coilovers or ShockWave air suspension is optional, but each style features a pivot-ball lower mount with ball-stud upper mount that bolts directly to the factory mounting location. Drag racers may want to substitute a specially valved VariShock with low-friction COM-8 spherical-bearing lower shock eyes, which enables finer control of front shock extension, and vehicle weight transfer.

Hydroformed Subframe Suspension Package
In a marriage of OEM technology and hot rodding, DSE's exclusive hydroformed framerails offer uniform strength and rigidity and precise repeatability, thanks to the low-temp forming process. The unique suspension geometry built into the tubular control arms, C6 steering knuckles and bearing packs, power rack-and-pinion steering, and splined sway bar not only work to improve handling, but also ride quality. Plus, up to a 10-inch-wide wheel can be packaged without modification to the inner wheelwells.

For an easy rear upgrade, DSE's leaf-spring Speed Kits provide a noticeable increase in handling, thanks to several revised spring rates and a choice of either a 2- or 3-inch drop. With heavy-duty shackles and Koni Classic shocks, it's a basic package that works.

QuadraLink Rear Suspension
Swivel-Link technology allows the QuadraLink to fully articulate with smooth motion and zero bind. Rather than Heim joints, tuned high-durometer rubber bushings are used at all attachment points to isolate road harshness. The long upper links provide great pinion and U-joint angle control, and the Panhard rod is adjustable as ride height changes for roll center control. The rear upper shock crossmember also serves as a brace to strengthen the rear body and frame section.

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The Commitment:
While the front subframe, Speed Kits, and leaf-spring packages are bolt-in, the QuadraLink requires some significant cutting of the floorpan and framerails.

The Cost:
$6,700 for the unassembled bare steel subframe kit, the front Speed Kits start at $1,823, rear Speed Kits are $683, and $2,195 for the QuadraLink (with coilovers included)

G-Tech Spindles and Tubular Control Arms
G-Tech spindles not only have 2 inches of drop for a lower center of gravity, the upper ball joint has also been raised 2 inches to improve the camber curve, and the steering arm position has been optimized to eliminate bumpsteer. Fat Man has seen as much as a 20 percent improvement in skidpad numbers with just the spindle upgrade. G-Tech tubular control arms are built from TIG-welded DOM SAE .188-wall tube steel and CNC-machined billet steel offset upper control arm shafts. A relocated upper ball joint position allows performance alignment specs without massive shims stacks, and proprietary urethane bushings provide control without harshness. Plus, stock or narrowed length is available for extra tire clearance.

The Commitment:
G-Tech Spindles and control arms are bolt-ons for stock and some aftermarket subframes. The subframe bolts to the unibody using original mounts, and according to Fat Man, the swap can usually be performed without removing the engine.

The Cost:
$299 for the spindles, $899 for the control arms, and $4,295 for the complete front subframe package

Tubular Control Arms
Tubular control arms are available for standard coil springs or coilovers, but both styles are re-engineered to reduce bumpsteer, increase straight-line stability, and improve camber. The uppers include billet cross-shafts, ball joints, and bumpstops. (New alignment specs are also provided). Both Del-a-lum and polyurethane bushings are optional..

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Del-A-lum Bushings
Del-a-lum bushings kits are unique in that they respond like a bearing with little to no deflection, but without punishing harshness. They're an option in all Global West control arms, and fortunately, are easily swapped into stock control arms and leaf springs, making it easy to upgrade handling on original parts.

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Stage 2 Suspension Kit
In the Stage 2 kit, revised-rate coil and leaf springs and adjustable shocks are combined with Del-a-lum bushings and offset billet shafts (for the factory control arms) to allow for more aggressive alignment specs. The spring combo lowers the car about 1 inch from stock.

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The Commitment:
Since the subframe is an OEM style, it's a direct slide-in. The Stage 2 suspension, tubular control arms, and Del-a-lum bushings are bolt-in as well.

The Cost:
$6,699.99 for the subframe package, $1,175 for the Stage 2 Suspension kit, tubular arms start at $446.99, and Del-a-lum packages start at $96.99

Track Pack and Total Vehicle Systems
Designed as a complete vehicle bolt-on system, the Hotchkis Track Pack and Total Vehicle Systems are based on the same technology Hotchkis uses to compete in the Goodguys Autocross series. The kit includes geometry-corrected upper and lower tubular control arms, billet ride height adjustment shims, 3-inch drop Sport Coil springs, 3-inch drop Sport leaf springs, front and rear Sport sway bars CAD-designed subframe connectors, and Hotchkis-exclusive Bilstein HPS1000 shocks. For those looking to upgrade in stages, all components are available separately as well.

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The Commitment:
The complete TVS system bolts on with standard handtools and requires no cutting or modifications, though it does
work best when paired with Hotchkis Handle Bar chassis braces.

Centerdrive Truck Arm Suspension
Though they're based on the '60-72 GM truck suspension, NASCAR has been using truck arm rear suspensions exclusively since 1963, and Hotrods To Hell (HTH) agrees that the simplicity of design and tunability of coil springs mounted on screw jacks makes them an excellent option for the road course and dragstrip. The kit also eliminates the need for additional bracing, since it triangulates the subframe, rocker pinch welds, and forward leaf-spring bulkhead. Also, by propelling the car from the center of mass, HTH has seen F-body e.t.'s drop by a full second and gain 8 mph. A double-adjustable Panhard bar is included, and a rear sway bar won't be necessary. HTH also carries front springs, shocks, and control arm packages designed to complement the truck arms.

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The Commitment:
Welding is required, but the Centerdrive truck arm kits are designed to be installed at home in roughly a weekend.

F-Body Chassis
This jig-built 2x4 box-tube chassis includes Jim Meyer's Pro-Touring front subframe and a urethane-bushed, adjustable four-link style rear suspension with Jim Meyer's Low Roll Center Panhard bar standard, but all choices are up in the air since Jim Meyer builds each chassis to order after discussing options with the customer. Both rear rails and the custom 9-inch rearend housing can be ordered in any width.

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The Commitment:
The subframe is a bolt-in, although custom adjustments are available that could change that. The chassis, in Jim Meyer's own words, "is not a direct replacement." Floorpan and rear wheelwell mods are required since the body sits down over the chassis and welds to the rails.

RideTech Level 1
The Level 1 system features CoolRide air springs and a relocation kit that moves the shocks to the outside of the factory control arms to make room for the air spring. In the rear, an AirBar system uses a four-link design to replace the leaf springs; this greatly improves rear suspension geometry. Air pressure is controlled by a 3-gallon compressor system with four-way independent control via a RidePro valvebody. Analog gauges and electronic switches are included.

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RideTech Level 2
Level 2 steps up to more tuning options with a billet ShockWave front kit with Tubular Strongarm control arms for less defection, a cleaner appearance, and adjustable shock valving (dual adjustable valving is available). The AirBar remains from Level 1, but air regulation is upgraded to the 5-gallon RidePro e2 compressor system with four-way digital control that allows three system air pressure presets to provide accurate adjustments at the touch of a button.

RideTech Level 3
Also known as the Street Challenge Package, Level 3 (components pictured) takes the Level 2 Components and adds in drop spindles, a MUSCLEbar sway bar, pre-plumbed and wired Airpod, and the RidePro e3-Ridetech's most advanced air compressor system.

The Commitment:
All systems Level 1 through 3 are bolt-ins, potentially requiring only a few holes for wire and hose routing, and mounting for the compressor system.

Pro-G Subframe
Heidts has been known for their street rod suspensions for years, but for muscle cars they started with a blank page and designed a track-oriented suspension. The front subframe includes their forged spindles, power rack, adjustable billet coilover shocks, trans crossmember, 11-inch Wilwood four-piston disc brakes, and custom control arms. Afco dual-adjustable coilovers and/or 12- or 13-inch Wilwood brakes with four- or six-piston calipers are optional.

Martz Chassis Subframe
Martz draws on over 15 years of research, development, and track testing for their subframe package. In-house fabbed tubular control arms and standard-height or drop spindles are included, as are 11-inch GM brakes, Carrera coilovers, and eccentric plates on the upper control arms to allow easy caster and camber adjustment. Competition upgrades include offset upper control arms for increased caster, 1-inch sway bar, 12-inch drilled and slotted four-piston Wilwoods, and single- and double-adjustable QA1 billet coilovers. For the ultra aggressive stance, drag racing, and road racing, widetrack options are available to tailor the frame to each car's needs. All packages reduce front subframe weight by roughly 200 pounds.

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Four-link Rear Kits
Martz's four-link kit mounts to the inside of the framerails, allowing easier mini-tubbing once the leaf springs have been removed. Each kit includes front and rear crossmembers, Panhard bar, brackets, and Carrera coilovers. QA1 coilover upgrades are available, as well as an 1/8-inch competition sway bar package and a custom-fabbed 9-inch Ford rear.

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The Commitment:
The subframe is a direct bolt-in replacement with core support and bumper mounts installed. The rear four-link crossmember, however, is a weld-in job.

Performance Full-Frame Conversion
Rather than separate front and rear subframes, the Schwartz Performance chassis converts unibody cars to a full frame. This chassis comes complete with tubular A arms, splined-style sway bar, choice of QA1 coilovers or Ridetech Shockwaves, power rack-and-pinion steering, and a triangulated four-link rear suspension. All suspension points pivot on bearings or Teflon-lined spherical rod ends to eliminate the possibility of unwanted deflection, and torsional rigidity is increased by roughly 200 percent over stock. After the swap, Schwartz has seen 1.08 lateral g's with this chassis. Plus, despite adding a full frame, the overall vehicle weight is typically reduced by about 75 pounds.

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The Commitment:
Less than you'd think; Schwartz full-frame applications are near bolt-ins using the factory body mounts, and the existing rear unibody structure is maintained.

The Cost:
Bare welded chassis start at $3,495, call for quotes on rollers

Performance Subframe
Laser cut and jig-welded box construction makes Speed Tech's subframe strong, yet it still only weighs 125 pounds. The tubular control arms have Guldstrand geometry, and are designed to fit up to a 295-series tire, and wheels with a 7-inch backspacing. Double-adjustable QA1 coilovers or Ridetech Shock Waves are available to pair with stock-height forged or tall AFX-style spindles, and Baer or Wilwood brakes. Factory alignment holes ease installation and alignment, and built-in tow/tie-down hooks make trailer loading easy. Those looking to upgrade piece-by-piece can even reuse stock spindles, brakes, wheels, sway bar, and control arms.

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Torque Arm Rear Suspension
Adjustability is the name of the game with Speed Tech's torque arm rearend upgrade; roll center, Panhard bar, ride height, pinion angle, instant center location, and even wheelbase are all adjustable. The Articu-link lower control arms use Delrin bushings for bind-free articulation, and will allow up to a 345-series tire on a 20-inch rim. Both 9-inch and 12-bolt rear kits include QA1 adjustable coilovers or Ridetech shocks. A Strange 9-inch gets a choice of gear ratios from U.S. Gear Posi, and 31-spline axles.

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The Commitment:
Both front and rear kits are direct bolt-ins with no modifications or cutting to be made. Front and rear packages can be combined into a single, tuned Track Time kit for a complete upgrade front to rear.

Alabama Slammer F-Body Chassis
This chassis is for those who don't mind removing floorpans and fabricating custom mounts in order to get low. This design tucks the frame up flush with the bottom of the rocker, which serves to hide the rails and make the rockers the lowest point of the chassis. Standard ride height with 18-inch fronts and 20-inch rear wheels is approximately 4 1/2 inches. Front suspension is SRG's own IFS design with tubular control arms, rack-and-pinion steering, and a hidden sway bar. Street Rod Garage's unique reversed watts link setup on a custom 9-inch housing is standard, but several options including IRS are available. Custom chassis are built in-house, so modifications to suit a Nova are feasible.

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The Commitment:
You will need to have formidable fabrication and welding skills to install this chassis under your F-body or Nova, but it will slam the driveable ride height unlike anything else.

Tubular Subframe Package
Based on a mandrel-bent and completely Heliarc-welded tubular design, TCI's front subframe is engineered with 2-inch drop spindles, coilovers, rack-and-pinion steering, and a custom sway bar with solid endlinks to transform handling, and 1-inch-thick GM discs to bring braking to modern specs. All mounts and brackets are preinstalled and accept all GM engines and transmissions.

Torque Arm System
TCI's torque arm rear suspension is a unique approach that was designed to eliminate the suspension bind that occurs when cornering on leaf springs. The torque arm features a slider on the front that allows controlled movement as the car goes through suspension travel. This lets the coilovers and sway bar work more effectively with no suspension binding variables.

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The Commitment:
The front subframe and four-link kits are true bolt-ins requiring no permanent modifications to the car or chassis. The torque arm requires welding the axle brackets, Panhard bracket, and optional sway bar brackets on the 3-inch axle housing tubes of a Ford 9-inch-style housing. Optional TCI housings come with all brackets installed.

The Cost:
$4,133 for the front subframe package; $1,092 for the rear four-link

Classic Performance Parts
Believe it or not, CPP says the heart of their Pro-Touring kit is actually the 500 Series steering box. A direct replacement for the factory power steering box, the 14:1 ratio provides smooth operation and excellent road feedback. Add in the rest of the Stage I kit; upper and lower tubular control arms, front springs, front shocks, front and rear sway bar, and rear traction bars, or the Stage II kit with coilovers, and you've got a potent bolt-on kit.

KISS-Keeping it Sorta Stock
Want to keep your F- or X-body close to stock, but still significantly alter its performance? There are options out there that can make your stocker handle like never before-even with original parts.

Addco
Sometimes all it takes is the right sway bar combo to transform a car's attitude through the twisties. No one knows this better than the sway bar exerts at Addco; they've been producing them for every muscle car under the sun for years. The word on the street is that they're set to release the world's first line of carbon-fiber sway bars that weigh a tiny fraction of steel, yet offer better performance.

Auto Metal Direct
Digging up original rust- and damage-free subframes can be a pain, especially in certain parts of the country. Auto Metal Direct has you covered now with their exact OEM reproduction subframe for F- and X-body cars. Correct cutout holes, bends, brackets, and even weld beads will ensure no one will know it's not original.

Energy Suspension
With just one part number the Hyper-Flex Master Kit can replace all of your major suspension bushing with Energy Suspension polyurethane. The key is higher urethane durometer that allows less compliance while still allowing enough isolation to be ride friendly. They're impervious to oils, fuel, road salts, and atmospheric conditions-and nearly impervious to the ravages
of time, unlike stock rubber.

Rick's First Generation Camaro
Rick's First Generation Camaro supplies factory-appearing components with a little urethane where it counts to take the slop out of your original suspension and not break your wallet. This takes the factory suspension one step further than stock with a basic upgrade kit that swaps in urethane on the upper and lower control arms and sway bar endlinks. The major wear components like the idler arm, pitman arm, ball joints, and tie- rod ends are made to stock specifications.